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(No Model.) 4 sheets-'sheet 1. W. Y GIFFARD. GAR STARTER AND BRAKE.

W/ TNESSES.

(No Modelf) 4 sheetssheet 2.

W. GIFFARD.

GAR STARTER AND BRAKE.

No. 449,285. Patented Mar. 31, 1891.

'lllnllllllllllll' i l VM Y Av Y 4 6 W/ misst-s,

(No Model.) 4 Sheets-Sheet 3.

W. GIPPARD. GAR STARTER AND BRAKE.

No. 449,285. Patented Mar. 31, 1891.

'mi News ravens cn., vmao-Lman. WASHINGTON. D. c.

(No Model.) 4 Sheets-Sheet 4.

W. GIPFARD. GAR sTARTBRlAND BRAKE.

No. 449,285. Patented Mar. 31,1891.

" ing my invention applied thereto.

UNITED STATES PATENT OFFICE.

WILLIAM GIFFARD, OF SALFORD, ENGLAND.

CAR STARTER AND BRAKE.

SPECIFICATION forming part of Letters Patent No. 449,285, dated March 31, 1891. Application filed August 28, 1890. Serial No. 363,284. (No model.)

To a/ZZ whom, it may concern.-

Be it known that I, WILLIAM GIEEARD, engineer, a subject of the Queen of Great Britain and Ireland, and a resident of 23 New Bailey Street, Salford, in the county of Lan caster, England, have invented certain new and useful Improvements in Arrangements and Mechanism for Stopping and Starting TramCars, Omnibuses, and other Vehicles Running on Rails or Common Roads, of which the following is a full, clear, and exact description.

My improvements relate to stopping and starting apparatus applicable to tram-cars, omnibuses, and other wheeled vehicles, and in which the momentum of the vehicle is stored in the act of stopping and utilized in starting or puttingthe carriage again in motion.

To render my invention perfectly clear, I will now proceed to describe the saine in detail and with reference to the annexed four sheets of drawings.

In Sheet l, Figure 1 is a side elevation of the lowerportion of a reversible tram-car, the bottom frame and axles being drawn in section so as to show my improved starter more clearly. Fig. 2 is a plan view of the bottom frame of the car and apparatus. In Sheet 2, Fig. 3 is an enlarged sectional view of a portion of the lower framing of a tram-car hav- Fig. 4 is a plan of a portion of Fig. 2. In Sheet 3, Fig. 31 is a continuation of Fig. 3 on Sheet 2, the line Y Y showing the point of disjunction. Fig. 5 is a view of Fig. 3 at the sectionline A B. Figs. 6, 7,8, and 9 are detail views which will be hereinafter more particularly referred to. In Sheet 4:, Figs. 10, 11, and 12 are views of a modified arrangement of clutch and engaging-gear.

The apparatus consists of a helical spring a or series of springs inclosed in a cylindrical sheetmetal case b, the said case b being secured to blocks c, carried on the axles d of the car. The spring and case are thus suspended between the two axles. At each end of the case l), and fitting its interior loosely, there is a piston-block e, with projecting bolts or studs e', which project through slots h in the side of the case b, as clearly shown at Fig. 5. The studs e also pass through sliding muffs f, of which there is one at each end of the case b, as shown at Figs. l and 2. The consequence of this arrangement is that if one of the said muifs fis moved along the case h it carries with it the corresponding piston-block e and compresses the spring a. against the piston-block at the opposite end of the case. I will now proceed to describe how this compressing of the spring and consequent storing of power is utilized. to stop and restart the car.

It will be observed on reference to Fig. 4: that each muff f carries two paws f" and f2. An endless chain g engages with the paw f', and a similar endless chain h' engages with the paw f2. The chain g passes over chainwheels i, mounted loosely on the axles d, and clutch-halves t" are formed in one with or secured to the chain-wheels t'. The chain h passes over chain wheels j, also mounted loosely on the axles CZ and similarly carrying clutch-halves j. The chain g is the chain which at times forces one or other of the muffs f along the case Z) and compresses the spring a, while the chain 7i is the chain through which the muff in being forced back by the spring transmits the power to the axles d, and so restarts the car. It will be observed in Figs. 4 and 5 that opposite to the clutch-half t" there is another clutch-half t2, capable of sliding on the axle d, but forced to rotate therewith by means of a slip feat-her and groove t3. The clutch-half t2 is slid in and out of gear with the clutch-half t" by means of a clutch-fork 7c, suspended in a bracket from a pin Z, and operated to and fro by means of a screwed stud m, the said screwed stud engaging with athreaded wheel-nutn, as clearly shown at Fig. 5. The free end of the screwed stud m is supported in a bracket o, as shown, and slides to and fro therein. The nut-wheel n is toothed on its periphery and engages with a sliding rack p', forming the inner end of the hook-bar p. The two hookbars p (one at each end of the car) are keptin their proper normal position by means of a connectingspring p2. Each hook-bar p engages at times in the manner shown with a secondary hookbar q, projecting beneath the drivers platform. This secondary hook-bar q is maintained in its proper position relatively to the hook-bar p by means of a spring q as clearly IOO f in that direction.

shown in Figs. yl and 3ft. The hook connections between the bars 1o and q are of course only necessary in the case of reversible or turnable cars. The hook-bars p are carried on the bottom frame-work of the car. The bar q is carried by the reversible portion of the car, and on the car being rotated on its central pivot the hooked end of the bar q slips into gear with the corresponding hooks on the bars p at either end. In a non-reversible car the hook connection maybe dispensed. with. ward against the springs q pzby the footlever r and connections, or it might be by a hand-leverr,as shown in dotted lines at Fig. 1. Vhen the bars q p, and consequently the sliding rack p', are pulled forward by the said foot or hand lever, the nut-wheel ais rotated by the rack and operates the screwed stud m and fork 7s, so as to push the clutch-half t2 in gear with the clutch-half i', and thus cause the clutch-half t" and the chain-wheel t' to partake of the motion of the axle d.

It will be observed that on the outer side of the paws f thickened links or stop-blocks sappear, so as to prevent the chain from passing freely through the paws, except in one direction. For example, looking at Fig. 4, it will be seen that if the chain g is pulled in the direction of the arrow it cannot slide through the paw f', but must move the mulf On the other hand, if the chain g were moved in a direction contrary to the arrow it would pass freely through the paw f, and would, on the other hand, pull 'forward the muff at the opposite end of the case b and which does not appear in the iigure.v The chain g thus acts only on the particular mutt which it is requisite should be slid along the case b to compress the spring. Similar thickened links or stops s appear on the chain h to the outside of the pawsfz, and as it is requisite to carry the chain h along with the moving muff I provide means which are not shown on Figs. l and 2 toprevent confusion of the drawings, but which are vshown separately in Figs. 6 and 7.

On each mutt f I cast snugs f3, between which I place acurved finger t exactly opposite the center of the chain h,-which is indicated in dotted lines. On the stud t', which carries the finger t, I also fix at right angles to the finger a lever u, carrying a bowl u', which is opposite to the center of the case b. I also provide a tappet-catch r projecting from the block c, the said tappet-catch being in the path of the bowl to. Now it will be observed that when the niuff f is at the end of the case b the bowl u is held up by the tappet-catch o, so that the finger t lies above the chain h, as in Fig. 6; but if the mufff should be pulled along the case b by the chain g (as when the car is being stopped)l the bowl a is moved clear of the tappet-catch c and drops, thus allowing the finger t to fall into the opposite interstice'of the chain, as in Fig. 7. The bowl meanwhile rolls-along the The bars q p are pulled for-V bottom side of the case b and keeps the iinger in its depressed position, thus pulling the chain h along with it. WVhen the mutt is thrust back again by the spring, (as, for example, when the car is being restarted,) the paw f2 acts on the thickened links or stopsl s and takes the chain h back with the mutt'. Vhen the mutt has reached the end of the case, the bowl comes again in contact with the tappet-catch 'u and the parts reassume the position shown in Fig. 5. As I have already said, the chain 7L is mounted on chain- Wheelsj, which run loosely on the aXles d. lzhe clutch-half j gears at times with the halt j j is not allowed to rotate, being in one piece with the stationary chain-wheelj. The clutchhalf L7'2 rotates with the axle d, and is capable of sliding thereon with a slip feather and groove, as in the case of the clutch-half IVhen the car is running, the clutch-half As a consequence, when the car is being stopped and the clutch-halves are brought together by the means hereinafter described, the clutch-half j? slips on the half j', owing to the form of the teeth; but when the car is being restarted by the chain h driving the chain-wheel j and clutch-half j the half 7 grips the half f and drives it, thus rotating the axle d and starting the car. The chains g and h can be tightened or slackened, as desired, by means of the adj usting-screws g and h', which appear in Fig. l.

The construction and arrangement of the chief part of ,the mechanism having been thus explained I will now describe its operation.

Referring to Fig. 1, the car is of course run in the direction in which the driver looksviz., in the direction of the arrow. lVhen it is desired to stop the car and store up the momentum as power for restarting, the driver operates the foot-lever r or hand-lever fr", so

as to pull forward the sliding rack p and rotate the nut-wheel n, thus throwing the clutchhalf .t2 into gear with the clutch-half t. The

chain-Wheel c' now revolves, moving the chain.

g in the direction indicated in Figs. l and 2. The chain g pulls forward the mulf f at the farthest end of the case, the muff bringing with it the piston c and compressing the spring@ in the case. This compression of the spring goes on until the car is stopped or the wheels are skidded. Vhen the car is at a stand, the parts are locked in position. The muftfin advancing brings with it the chain h by means of the paw f2 and the traveling inger t, the action of which I have hereinbefore described. It will be observed that as the pawf is at the top of the muff and the paw f2 beneath, the chains gand h are moved in contrary directions while the car is stopping. 'lhe movementof .the chain zactuates the chai-n-wheels and clutch-half 7" in a direction contrary to the direction of rotation of the axles d, the clutch-halves j and kj? being then in slipping contact, the half j2 hlaving been allowed to come against the half j IOC IIO

V by the means to be hereinafter described.

Vhen the car has stopped, the return-thrust of the compressed spring a on the mutt f which has been advanced, and which would, if not counteracted, send the car backward, is resisted by the action of the chain h on the clutch-halves j', which now bite the clutchhalves j? and tend to send the car forward. The forcesn of the chain g and the chain h being thus in equilibrium, the car remains stationary. Vhen the caris lo be restarted, the driver releases the foot orhand lever ror i", which is immediately returned by the springs q' and p2, drawing the clutch-half 2 out of gear. The equilibrium of force is thus upset. The mui being released from the hold of the clutch t" t2 is caused to resile by the spring a pulling with it the lower stretch of the chain h, and turning the clutciiesj j?, so as to rotate the axle d in the proper direction to restart the car. The chain-wheelj, being of largerdiameter than the chain-wheel fi, gives greater leverage in starting the car. By the time the muff reaches the end of the case the car has been propelled for at least its own length, and the starting has been effected without calling for any eit'ort on the part of the cattle. The car then proceeds on its journey, the clutch-halves t" i2 remaining out of gear and also the halves j ji.

I will now describe the means whereby the clutch-halves l7'2 are put in and out of gear with the clutch-halves j on these occasions only when the car is stopped and started. This apparatus is shown in the plan View, Fig. 2, but not on Fig. l, in order to prevent confusion. Figs. 3, 4, and 5, on Sheets 2 and 3, also illustrate the arrangement. I cast or secure a bracket 10 on the block c. This bracket 10 carries a stud l1. The top of the studcarries loosely the lever 12. The central part of the stud carries a bell-crank lever 13. The longer arm of this bell-crank lever 13 constitutes a fork which engages with the clutchhalfjg. A spring w tends always to push the clutch-half j2 in gear; but the longer arm of the lever l2 rests against a stop 15, cast on the mutff. 'Ihe outer ends of the levers 12 are connected to the inner arms of the bellcrank levers 13 by rods 16, the said rods crossing each other, as shown at Figs. 2 and 4. The consequence is that the lever 12 at one end of the case operates the bell-crank lever at the other end. To explain its action, and referring to Fig. 2, if the car when proceeding in the direction of the arrow is to be stopped the muff farthest from the driver is wound up, and the stop 15 being thus removed from the lever 12, the spring w on the front axle is free to push in the clutch-halfj2. A rubbing contact takes place between the two clutch-halves owing to the ratchet shape of the teeth, and this lasts till the wheels are skidded or the car stopped. Vhen the car is restarted, the revulsion of the muff drives the clutch-half j, which grips the clutch-l1alfj2, and turns the axle, and consequently starts the car. When the muff has reached the end of the case, the stop l5 again acts on the lever 12 and pulls the clutch-half j? out of gear. The apparatus acts in the same manner at either end and according to the direction in which the car is traveling. The apparatus being madedouble, the car-starter will act in either direction, for when the car is slued round on its pivot the muff which was'at rest during the operation just described will be brought into action when the car is making a return journey in the opposite direction. The hook portions q2 p3 are formed as shown, so as to engage automatically when the car-body is turned on its pivot, the part q2 slipping out of gear with the part p3 at one end of the car-framing and into gear with the corresponding part 193 at' the other end of the car-framing upon each occasion that the car-bod y is reversed-as, for example, at the end of a journey. IVhen a non-reversible car is used, the hook connection is of course dispensed with and the mode o f actuating the clutch-lever 7c could be greatly simplified.

The entire apparatus may be boxed in to preserve it from dust, dirt, and the weather.

lt will be understood that I do not confine myself to the exact disposition or form of these parts or details of my invention, which can be obviously modified. I have pointed out amodilication of a hand-lever r which might be used instead of a foot-lever fr, and it will, for example, be apparent that other modes than the described rack, nut-wheel, and screw might be used to throw the clutchhalves 'i' and ft2 into and out of gear, especially where the car-body is not pivoted to the under framing, as in the illustrated example. For example, I might use such an arrangement as I show at Fig. 8, where by simply depressing a fork l, containing a grooved Wheel 2, capable of embracing both halves t" and t2 of the clutch, the two said halves can be brought together against the pressure of an interposed spring 3, which would. disconnect the clutch-halves when the fork and grooved Wheel were again raised. Further, to prevent possible overstraining and breakage by too sudden engagement of the clutch-halves t 'i2 I might modify the form, as in Fig. 9, making the chain half t" of the clutch with a frictional strap 4 on its periphery and having pins 5 on the revolving half t2. These pins would, when the halves are thrust together, engage with the lugs 6 on the strap 4, and if the shock or strain were excessive the frictional strap 4 would give Way a little and so minimize the danger of breakage. An additional advantage of this arrangement would be that the engagement between the halves would be much more likely to be completely effected in all cases than in the case of a clutch having a number of teeth.

Figs. 1.0 and 11, Sheet 4, illustrate the application of a conical friction-clutch in conjunction with my invention. In this arrangement I also dispense with the sliding rack IOO IIO

and screw, which I have described with reference to Sheets 1 and 2 for the purpose of throwing the clutch-half t2 in gear with the clutch-haltt. to a bell-crank lever 17, which is carried on a stud 18 by a bracket 19, secured to. the bot tom frame-Work of the car. The horizontal shorter arm of the bell-crank lever 17, which appears in perspective in the detached view, Fig. 12,v is connected by a link 2O to an arm of a forked bell-crank clutch-lever 21, pivoted in a fixed bracket 22. The fork of thc lever 21 engages with the clutch-haltt2, secured by slip feather and groove to the axle d., The clutch-halves il' 'i2 are formed conical in shape and the half i? drives the half t" by 'frictional contact when they are. brought together by the fork. The action ot' the parts will be easily understood from the drawings. When the bar p is pulled forward by the hand or foot lever shown in the preceding sheets, the bell-crank lever 17 pulls the link 2O down- Ward and operates the clutch-lever 2l, so as to move the clutch-half t2 into frictional contact With the halt` t. The chain-wheel c' is thus rotated and the spring compressed in the manner already fully explained. When it is desired to brake both ol' the carwaxles at once, I connect the bell-crank lever 17 to one end of a double lever 23, pivoted about the center ol the car by means of an adjustable connecting-rod 2t. Another rod 25 connects the other end of the double lever 23 to the bell-crank lever at the other side of the car. Thus both clutch -levers are operated simultaneously, and the retarding effect is exerted on both axles. The starting of the car may be similarly effected through both axles. To return the bellcranklevers 17 to their normal position, I connect the longer arms to the respective ends of the double lever 23 by ties. (Indicated by the dotted line 26.) The said tie carries a spring 27, which is extended when the bell-crank lever 17 is pulled forward. On the release of the hand or foot lever 'by the driver the springs 27 return the parts to the normal position shown in Fig. 10. ing a pivoted or reversible car to show in combination with my invention I have purposely chosen a type of car in which most practical difficulties are to be met with and overcome.

Although I here spccically describe my The sliding bar p is connected ln selectinvention in connection with a tramcar, it Will be obvious that it is applicable to other types of wheeled vehicles. l l

I claim as my invention- 1. The improved apparatus for stopping and starting tram-cars, omnibuses, and other wheeled vehicles, consisting of a spring a or series of springs confined in a case and acted upon by blocks or pistons c, connected to sliding muffs f, operated by endless chains passing over chain pulleys, which operate clutches capable of being' manipulated by the driver or person in charge, so as to compress the spring or springs during the stopping of the vehicle and to utilize thepower thus stored for restarting the vehicle, substantially as hereinbefore described and illustrated.

A 2. In apparatus of theindicated nature, the

spring a and case b, in combination with the sliding muffs j' and chains g and 7L for the purposes, and arranged and acting substantially as hereinbefore described and shown. 3. The means for throwing the clutch-halves i i2 into and out of gear, said means consisting of the combination of the foot-lever r or hand-lever r and parts, the hook-bar g and springs q', the hook-bars p, racks p', spring p2, nut-wheel n, screwed studs m, and fork k, arranged and acting substantially as described and shown.

4. The means for seizing the chain h and moving it with the mufs j' during the compression of the spring, said means consisting of the iinger t, stud t', lever u, and bowl a', acting in concert with the tappet-catch t7, with the objects, and substantially as described and shown, v

5. The means for throwing both front and rear clutches into gear simultaneously and thus retarding, "stopping, and restarting the cir through both axles, consisting of the combination, with the movable parts of said clutches, oi' operating-levers engaging the IOO 

